Radial car-truck.



No. 694,737. Patented Mar. 4, i902.

W. ROBINSON.

RADIAL GAR TRUCK.

(Application filed Oct. 21, 1901.) (No Model.) 5 Sheets-Sheet l.

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QPatented Mar. 4,- 1902.

w, nosmson. RADIAL CAR TRUCK.

(Application filed Oct 21, 1901.)

5 Sheets-Sheet 2.

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No. 694,787. j Patented Mar. 4, I902.

W; ROBINSON.

BADlAL GAR TRUCK.

(Applicatinn filed Oct. 21, 1901. j

5 Sheets-Sheet 3;

(N0 Modai.)

WITNESSES; v INVENTEIFK;

Nu. $4,787. .Pata nted Mar. 4, I902.

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' {NVENTEIH (No Infidel.

UNITED STATES PATENT OFFICE.

VVILLTAM ROBINSON, BROOKLYN, NEW YORK.

RADIAL CAR-TRUCK.

SPECIFICATION formingpart of Letters Patent No. 694,787, dated March 4, 1902.

Application filed October 21, 1901. serial No. 79,361. (No model.)

To aZZ whom, it may concern:

Be it known that I, WILLIAM ROBINSON, a citizen of the United States, residing in Brooklyn, in the county of Kings and State of New York, .have invented a new and Improved Radial Oar-Truck, of which the following is a specification.

The nature of my invention will be understood from the description which follows, reference being had to the accompanying drawings, which form a part of this specification, in which-- V Figure 1 is a sideelevationof a six-wheeled radial truck, illustrating the main features of my invention. Fig. '2 is a plan view of the same, showing the truck in its normal position as on a'straight track, some portions of the main frame being cut away for the purpose of better illustration. Fig. 3 is a similar view showing the truck on a curved track. The remaining figures are enlarged detailsl Fig. 4 is an elevation showing a supportingsaddle resting on the end. axle-box, together with a part of its connections, said saddle being shown partly in section. Fig. 5 is a top view of the same,"showing the relative position of the. saddle and box when the axle is in a radial position on a curve. Fig. 6 is an end view of Fig. 4 looking from the right. Fig. 7 shows another supporting-saddle resting on the center axle-box, together with its connections and portions of the equalizingbars, with their connections." Fig. 8 is an ele- Vation showing a portion of the equalizingbars, withtheirconnections. Fig. 9 is a top view of the same. Fig.10 is anend view showing the position of the swing-link p and its connections when the truck is on a straight track. Fig. 11 is a similar view illustrating the changed position of said swing-link when the truck is on acurved track. Fig. 12 shows the method of connecting the main truckframe and the end axle-frame when in their normal position, and Fig. 13 shows the same when the axle-frame has changed its position by swiveling relatively to the main frame. Fig. 14 is a detail view of the'swing-link which connects the main and swiveling frames. Fig. 15 is a direct side View showing the method of connectingthe center axleframe to the main truck-frame- Fig. 16 is a quarter view of the same, showing the swing- -link in its normal position. Fig. 17 is a similar view illustrating the changed relative position of the several parts when the center axle-frame has assumed the position which it takes on a curved track. Fig. 18 is a side view, and Fig. 19 aquarter view, illustrating the method of bracing the equalizing-bars to keep them in proper alinement relatively to the main truck-frame; and Fig. 20 is an enlarged detail of the couplers.

A represents a six-wheeled radial car-truck in which E is the main truck-frame, to which the axle-frameC ispivotally connected at a, and the axle-frame G. in like manner is pivotally connected, as shown at a. Between these two swiveling axle-frames the center axle-frame D is located, said frame D being flexibly and pivotally connected to the outer or swiveling frames (3 C, as shown at?) and b.

The center axle-frame D is located and travels close between the cross-tim hers E and E, which are secured rigidly to the main truck-frameB.. Thus it is evident that the frame D must travel in a straight line across the center of the main truck-frame B.

It will be observed, as shown in Fig. 2, that the axles c, c, and d are normally parallel to each other. i

The pedestals Z Z l are secured, respectively, to the axle-frames G,G',and D and swing therewith, thus controlling the relative positions of the journal-boxes and axles. The operation of these frames with reference to each other is as follows: When the truck A traveling to the right, for instance,- enters upon a curve, the impinging of the outer wheel 6 against the outer rail of the curved track causes the main truck to swivel on the bodybolster and at the same time causes the frame C'to swivel at the pointa on the main frame B. The center frame D at the same time also is caused by the impinging of the flanges of the wheels g on the rails to travelin a straight line across the center of said main frame B. As the frames 0, G, and D are flexibly coupled together, as shown at b 19', these frames move in connection with each other-that is, on a curved track the movement of the center frame D across the main frame B causes the frames 0 and C to swivel simultaneously on said main frame B at their swiveling points a a.

In this way the axles c, c, and d all ber come exactly radial to the cnrve,as illustrated in Fig.

F F are swing-bolsters supported on the springs G G, which rest on spring-planks suspended from the main frame B by swinglinks q r said bolsters F Fbeing connected together by the side bars H H and by the center supporting bars'e e ,'all in the usual manner. It is not necessary, therefore, to further describe this part of the truck, ex-

cept to say that the car-body swivels on the the journal-box It, supports the equalizer I,

through the links m m, at opposite sides of the journal-box hand its pedestal Z, as shown.

The equalizers I and I are connected together by the connecting-barn, while the saddle t', resting on the center journal-box h, supports the inner ends of said equalizers I and I through the links 1) p, as shown.

The links 70 7s m m are preferably made in the form of stirrnps closed at the top and bottom, as shown in Fig. 6, or at least closed at one end, in order to give greater steadiness than could be readily secured by links made of single plates bolted loosely together.

It will be seen that the saddlest' and i, with their boxes and pedestals, are capable of moving longitudinally and radially with reference to the equalizers I and I.

The links 19 and 1) swing upon the cylindrical or rounded ends at ofEthe saddle 71 and are pivotally connected, as shown at M, to the lugs or straps n secured to the inner ends of the equalizing-bars I and I, thus supporting the latter. The pivotal connections m n of said links 19 and 19 upon the saddle t' and the equalizers I and I are parallel to said bars I 1. Thus it will be seen that the saddle t', with its box and pedestal, is capableof moving across the main frame 13 in a K horizontal plane with reference to the equalizers I I and to the main frame B, to which said equalizers are always vertically parallel.

Themain frame B, it will be observed, is supported on the equalizers I I by the springs K K in the usual manner. The said equalizers I I are held in position parallel to the main frame B by means of braces s s and t t,

all of these braces being secured to the main frame B, as shown.

Braces t are usedv to stiffen or reinforce the braces s t, as illustrated in Fig. '19.

It will be noticed that as the truck-springs described are compressed the main frame B descends with reference to the equalizers I I,

and consequently the braces s t,'&c., being carried down with the main frame slide in grooves u u 'l) '1), made in said equalizers that is, the said braces s t, &c., prevent the side and end swing of the equalizers I and I, while not interfering with the relative vertical movement of the said equalizers and main truck-frame. The equalizers I I are further secured from any movement endwise by the braces to w.

It will be observed that the axle-frames (J, O, and D do not carry any of the load imposed upon the truck; but on the contrary they are always suspended from and supported by the main frame B. The end axle-frame O, for instance, is suspended below the main frame B by means of the links 0. (see Figs. 12, 13, and 14: for details,) these links being pivotally connected above or near the top of the main frame B, as shown at 19 and below the said axle-frame (J, as shown-at 13 in order to give them as great length as possible. The pivots b and 19 the latter horizontal, passing through the links a, all point to the swiveling center a, so that as the frame 0 turns on said swiveling center the friction between the frames and said links a is reduced to a minimum.

.The center frame D is suspended from and supported below the main frameB by means of the links 0 The pivotal supports (1 f pass through said links 0 in lines parallel to the longitudinal lines of the main frame B. The swing-links 0 therefore, all swing in a direction across the main frame B as the center frame D travels across said main frame.

The swiveling frame 0 is suspended and supported in exactly the same manner as described in connection with the swiveling frame 0. Thusit will be seen that all the axle-frames C, O, and D are suspended from the main frame B by means of swing-links extending from the upper part of said main frame B to the bottom of said respective axleframes, whereby frictionbetween said main and supplemental frames is practically eliminated. The sole office of said axle-frames, it will be noted, is 'to'hold the journal-boxes in proper position and to control the movements of the same and through themthe movements of the wheels and axles with reference to each other and to the track. j

Inspection will show (especially of Figs. 12, 13, and 14).that the axis of the pivot 19 forms an acute angle at the top of the link of. This axis coincides with the hypotenuseof a triangle formed by the link a as an upright and having a base formed byv a; horizontal line passing through the axis 19 to the swiveling center a-that is, the axes b of the links a all point to the axis of the swiveling center a ata point approximately on a line coinciding with the horizontal axis 19 at the lower end of the swing-link a When said link a thus mounted on a diagonal axis, is swung from its normal vertical position, its lower end moves in a curve described from the axis .60 as its center. Thus these links, supporting the swiveling frames C at their corners, allow said frames to curve ontheir equalizers-I and I is securely bolted to the equalizer I, as shown at .9 but flexibly connected to the equalizer I by the slightly.-;

swiveling centers in a perfectly mechanical manner and without torsionalor other strain between said frames and supporting-links.

The coupler orconnection a between, the

loose bolt t and the bolt a, movable in -the slot o in. said connect-ion or coupler n, 01 Y, j preferably, in said equalizer I.

equalizers I and I haveaslight adjustable movement in a vertical plane relativelytoi ear-bother, thus insuring perfect equalizaizers I I relatively to each other; but do not confine myself vto the details shown. Any

. suitable-means for connecting said equalizers a which fits over a corresponding projection b on the box h; The saddle iislheld by its curve the saddle i and journal-box h swivel angle formed between theswiveling frames,

adj ustably to secure the object described may Y 1 while said lugsp support the'swing-links 0 beused.

Ehe saddle 'jsee Figs. 4,5, and. 6) is provided, at its center-with a cup-shaped recess connections substantially parallelto the main truck-frame B even onicurves. Consequently when the axle 0 takes a radialaposition onja somewhat relatively to each other, assuming the position shown in Fig. 5.. i: V

In Fig.20'the tongue-coupler c is provided with a longitudinal slot d in which is inserted the sliding block a of-less length than said slot, but fitting closeto the sides thereof.-

The' bolt b. passes'th rough the jaw-coupler f and said sliding block cifitting close iuto' :When the truck enters upon a curve, the

OJ). draws thecouplers 0 f? apart somewhat, and the large'surfaces of'the sliding block a presented to the slot sides of the -tongue-coup-' ler reduces the wear between said couplers to. aminimum.

The tonguecoupler c is provided with. shoulders against which the jaws of the. coupler f impinge when the truck is on a' straight line- Thus the three truck-frames O, O, and D are braceddagainst each other,

an advantage inbraking, and otherwise giv-w ingfirmness to the construction and operation.

are located inwardly-that is, toward the con ter oft-he truck-from the axles c c. .Thus the lines from these. fulcru ms at a to the ver- 'tical centerlines of the wheels form distinct angleswith the axles c or. As a consequence Thus the two ing of the forward=wheele against the outer rail of the track has a positive and decided I tendency to throw said wheel forward of its normalposition in the truck-that is, to bring f the axle 0 into a radial position"since the f ul- I crum a-is back of the axle-line. At the same time the rear outer wheel f, impinging against the outer railof the track,is thrown backward, since its fulcrum a is "forward of its axle 0.

Thus this construction insuresa very decided tendency,irrespective of the action ofthe con? ter wheels and frame, .toforce the'front'and rear axles into a radial position on curves and into a position parallel to each other on fangents. 1

' The corner-castingsh provided with the,

lu s i serveto-ri idlsecurejthe end timbers kiand' the transoms Z tothe side timbers g of, the main frame 13, while said lugs 2' sup- 1 port the swing-links aiwhich carry'the axles frames G and 0, as described.- The cornercastings m rovided with the-lu s in like p a l manner secure the transoms E rigidly to said side timbers g of said main truck-framed to swivel; relatively thereto, and swing-links connecting said-wheel-frame to-said main frame, said swingdinks being pivotally con nected to; said main-frame'and supporting said wheel-frame. therefrom, substantially as described. 3.

.2. In a car-truck, the combination withthe main truck-frame, of a plurality of wheel= frames and swing-links connecting said wheel-frames to said main frame,- saids'winglinks being pivotally connected. to saidmain frame. and supporting said wheel-frames therefrom, the whole arranged to permit said wheel-frames to swivel relativelyto said main frame, substantially as described.

3. In acar-truck, the combination-with the inain truck-frame, of wheel-frames and swinglinks connecting the corners ofsaid whcel-- frames to said mainframe, Isaidswing-links being pivotally connected to saidmain frame and supporting said wheeleframes therefrom, the whole'arranged to permit said wheel frames to swivel relatively to said main frame,

, i a substantially as described. It willbe observed that the swiveling points.

a a of' the axle-frames O O on the mainframe.

4.1-,In acar-truck, the combination with the main truck-frame, of wheel-frames arranged to swivel relatively thereto, and swing links pivotally connected to said mainframe and supporting said wheel-frames therefrom, said swing-links havingdiagonal axial supports at one end thereof, said axial supports permittingthe opposite endsof said-links to swing in: an :approximately horizontal curve, thus obviating twisting or torsional strain upon said swing-links, when said wheel-frames are swiveling, substantially as described.

5. In a car-truck, the combination with the main truck-frame, of a wheel-frame arranged to travel transversely across the center thereof, and swing-links connecting said main truck-frame and wheel-frame together and supporting said Wheel-frame from said main truck-frame, substantially as described.

6. A radial truck consisting, essentially, of a main frame provided with three wheelframes, two of said wheel-frames located to- Ward the ends of said main frame and arranged to swivel relatively thereto, and an intermediate wheel-frame located between said swiveling frames and arranged to travel transversely across the center of said main frame, said wheel-frames being adjustably connected together and all suspended by swing-links from said main frame, substantially as described.

7. A radial truck consisting, essentially, of a main truck-frame, two swiveling wheelframes located toward the ends thereof, an intermediate wheel-frame located between said swiveling frames and arranged to travel transversely across the center of said main frame, said wheel-frames being adjustably connected together and all suspended by swing-links from said main frame, equalizers supported by or from the axle-boxes, and springs supporting said main frame upon said equalizers, substantially as described.

8. In a radial truck, the combination with the main truck-frame of independent wheelframes adjustably suspended by swing-links from said main frame, jaW-and-tongue couplers connecting said wheel-frames adjustably together, and a sliding block located between said couplers and arranged to prevent lost motion and wear between the same, substantially as described. 7

9. In a car-truck, the combination with the main truck -frame, of independent wheelframes adjustably suspended by swing-links from said main frame, couplers connecting said wheel frames adjustably together, spring-supports supported by the axle-boxes,

and springs located between said supports and the main truck-frame, and supporting the latter, substantially as described.

10. In a radial truck, the combination with the main truck-frame, of independent wheelframes adjustably suspended by swing-links from said main frame, couplers connecting said wheel-frames adjustably together, equalizing-bars supported by swing-links from the axle-boxes, and springs located between said equalizing-bars and the main truck-frame and supporting the latter, said last-named swinglinks permitting said axle-boxes to move in a horizontal plane relatively to said equalizingbars, substantially as described.

11. In a six-wheel radial truck, the combination with the main truck-frame,of two swiveling frames located near the ends thereof, an intermediate wheel-frame located between said swiveling frames and arranged to move transversely across the center of said main frame, said wheel-frames being adjustably coupled together and all suspended by swinglinks from said main frame, equalizers supportedbyswing-linksfromtheaxle-boxes,supporting-springs between said equalizers and the main truck-frame, and braces arranged to keep said equalizers parallel to the main truck-frame,whilepermitting vertical adjustable movement between said main frame and equalizers, the flexible connections between the axle-boxes and said equalizers permitting said end wheel-frames t0 swivel and the intermediate wheel-frame to travel across the center of the main frame without disturbing the normal position of said equalizers, substantially as described.

12. The equalizers I, I, supported from the axle-boxes and adj ustably connected together, whereby slight adjustable vertical movement relatively to each other is permitted, substantially as described.

13. The equalizers I, I, provided with detachable sections under the journal-boxes, for 

